Torsional vibration damper with a planetary gearset

ABSTRACT

A torsional vibration damper is designed with a driving-side transmission element, with at least one planet carrier which can rotate relative to the transmission element and which planet carrier is provided with at least one plane wheel which is engaged on one hand with a sun gear and on the other hand with a ring gear, and with a driven-side transmission element. One of the transmission elements has control means for a spring device. There are centrifugal masses corresponding respectively to the driving-side transmission element and to the driven-side transmission element, at least one of which centrifugal masses is connected by means of the spring device to at least one element of the planetary gearset which acts as an intermediate mass, whereby the intermediate mass can be driven in a movement which is a function of the speed and direction of rotation of the two centrifugal masses with respect to one another.

This is a divisional of U.S. Ser. No. 08/665,465, filed Jun. 18, 1996,now U.S. Pat. No. 5,634,866, which claims divisional status from U.S.Ser. No. 358,697, now U.S. Pat. No. 5,551,928, issued Sep. 3, 1996,which claims priority from Fed. Rep. of Germany Patent Application Nos.P 44 22 732.9, filed Jun. 29, 1994, land P 43 43 802.4, filed Dec. 22,1993.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to a torsional vibration damper, in particularfor clutches on motor vehicles, with a driving-side transmission elementwith at least one sun gear which can rotate relative to the transmissionelement and is provided with at least one planet wheel which is engagedon one hand with a sun gear and on the other hand with a ring gear, andwith a driven-side transmission element, whereby one of the transmissionelements has actuating means for a spring device.

2. Background Information

German Patent No. 31 39 658 C2, FIGS. 3 and 4 in particular, appears todisclose a torsional vibration damper with a driving-side transmissionelement in the form of a lining carrier, which lining carrier is rigidlyconnected to a sun gear of a planetary gearset located on a hub, the hubacting as a driven-side transmission element. The planetary gearset hasa planet carrier which is capable of executing a limited rotationrelative to the lining carrier. The planet carrier is fastened to thehub, and the planet wheels are mounted on the planet carrier. The planetwheels are engaged, on one hand, with the sun gear and, on the otherhand, with a ring gear fastened to the cover plate for the hub, whichcover plate can rotate relative to the hub. The cover plates each haverespective recesses for a spring device, which recesses are bordered bystop edges, or fitting edges, or stop surfaces, for the respectivespring device.

In the torsional vibration damper described immediately above, a torque,generated by a drive mechanism, is introduced to the sun gear via thelining carrier. When the planet wheels are rolling, torque fluctuationscause a relative rotation of the planet carrier and ring gear withrespect to one another, which relative rotation causes a change in theposition of the cover plates with respect to the hub, thereby deformingthe spring devices.

By means of an appropriate selection of the translation ratio,transformation ratio, gear ratio, or transmission ratio, on theplanetary gearset, the angle of rotation for the deformation of thespring elements can be changed, in contrast to a torsional vibrationdamper without a planetary gearset, and thus the disruptive influence oftorque fluctuations can be reduced. On account of the low mass moment ofinertia on the driven-side in such torsional vibration dampers, however,the ability to absorb rather large fluctuations of the torque islimited.

To be able to absorb rather large torque fluctuations, a fly-wheel withtwo centrifugal masses of the type disclosed in German Pat. No. 36 30398 C2, for example, has apparently turned out to be advantageous. Onthat flywheel, a spring device is located between a driving-sidecentrifugal mass and a driven-side centrifugal mass, and this springdevice makes possible a relative movement of the two centrifugal masseswith respect to one another. On such two-mass flywheels, introducedtorques are transmitted to the driven side, but without translation,transmission, or conversion, in the torsional vibration damper.

OBJECT OF THE INVENTION

The object of the invention is to design a torsional vibration damper sothat it can transmit torques with a specified, or predetermined,translation and also reduce large fluctuations in torque.

SUMMARY OF THE INVENTION

The invention teaches that this object can be achieved by both thedriving-side transmission element and the driven-side transmissionelement each having a centrifugal mass, at least one of which ispreferably connected by means of the spring device to at least oneelement (sun gear, planet carrier, ring gear) which acts as anintermediate mass, whereby the intermediate mass can be driven in amovement which is a function of the speed and direction of rotation ofthe two centrifugal masses in relation to one another.

The configuration of the torsional vibration damper with a driving-sideand a driven-side centrifugal mass, and an element of a planetarytransmission (e.g. the sun gear, planet carrier or the ring gear),called the intermediate mass, connected to at least one of the twocentrifugal masses, can essentially achieve the following effect:

If a torque is introduced on one of the centrifugal masses, which torquethen triggers a relative motion of this centrifugal mass with respect tothe other centrifugal mass, a first partial moment can then preferablybe transmitted to the other centrifugal mass, but a second partialmoment can preferably be transmitted to the intermediate mass, wherebythese partial moments, with respect to their amount and effectivedirection, are preferably a function of the configuration of theplanetary gearset and of the connection of the planetary gearset to thecentrifugal masses. It is also possible that each of these partialmoments will be greater than the torque introduced, but on account ofthe arrangement of the spring device claimed by the invention betweentwo masses (centrifugal masses or intermediate mass), the two partialmoments can counteract one another as a result of the deformation of thespring device with different excursion angles. Consequently, the torquedelivered can, still, of course, be on the order of magnitude of thetorque introduced, but, on account of the deformation of the spring(which causes a smoothing of the curve of the moment), it can betransmitted to a downstream gearset with practically no torquefluctuations. Large torques can thereby result in a small differencebetween the speed of the intermediate mass and the driven-sidecentrifugal mass, so that on the spring device, which is preferablyengaged on one hand on the intermediate mass and on the other hand onone of the two centrifugal masses, only a relatively small deformationoccurs. The inertia caused by the masses has an apparently small effect,on account of the large partial moments. On the other hand, as a resultof the corresponding design of the torsional vibration damper, smallpartial moments on the intermediate mass and on the respectiveoutput-side centrifugal mass can preferably result in a large differencein speed. In turn, the large difference in speed can preferably resultin a significant deformation of the spring device and can have theeffect of an apparently large momentum of the masses which are engagedwith the spring device.

With a knowledge of the above factors, the planetary gearset and theconnection of the intermediate mass to at least one of the twocentrifugal masses can desirably be designed so that a sudden change inthe torque absorbed on the driving-side is damped as much as possibleand is transmitted in turn to the driven-side centrifugal mass. Whichcentrifugal mass is the driving-side mass and which is the driven-sidemass can preferably be determined by the respective installationposition of the torsional vibration damper.

In the event of a change from one of the possible types of operation tothe other, i.e. from traction operation to thrust operation, there ispreferably a change of the translation ratio, since the latter isdetermined by the number of teeth of the sun gear and of the ring gearin relation to one another.

Disclosed herebelow are preferred embodiments of a connection of theintermediate mass to at least one of the two centrifugal masses, as wellas of the interaction of the intermediate mass with the correspondingcentrifugal mass by means of the spring device. Particularly, in thiscase, the spring device can preferably be located on the driven side,i.e. it is preferably engaged between the driven-side centrifugal massand the intermediate mass, although it can also be provided on thedriving side, whereby it is preferably inserted between the intermediatemass and the driving-side centrifugal mass. The spring device can alsobe engaged between the two centrifugal masses, whereby the intermediatemass can preferably be connected to both centrifugal masses or canpreferably be engaged with only one of the centrifugal masses.

Advantageous refinements of the design of the above-mentionedembodiments are disclosed hereinbelow. Particularly, as explainedfurther above, when a torque is introduced, the gear wheels of theplanetary gearset can preferably develop a relative velocity withrespect to one another as a function of the levels of the partialmoments which result from the design of the planetary gearset and oftheir connection to the at least one centrifugal mass. With high partialmoments, this relative velocity can be so low that the elements of theplanetary gearset can be located outside a chamber which surrounds thespring device and is at least partly filled with pasty medium (such asin a recess), since on account of the low relative velocity of the gearwheels to one another, the pasty medium displaced between their teethneed only compensate for a negligibly small damping action.

In contrast, at higher relative velocities, it may be appropriate tolocate the elements of the planetary gearset, together with the springdevice, in the chamber which is at least partly filled with the pastymedium. As disclosed herebelow, this chamber can preferably be locatedin one of the two centrifugal masses, so that an influence, on thesealing of the chamber, of the relative motion between the driving-sidecentrifugal mass and the driven-side centrifugal mass, can be excluded.By filling the chamber with pasty medium, a damping can be achievedwhich is a function of the angular velocity of the planet wheel inrelation to the ring gear or to the sun gear, since the gear wheels, asthey roll against one another, preferably displace the medium, in theaxial direction, between the edges of the teeth.

Another advantageous embodiment of the torsional vibration dampercontemplated by the present invention is disclosed herebelow in which,as a result of the location of planet carriers on both sides of theplanet wheels, an additional function can be achieved. Particularly, theadditional function is a coarse sealing of the gear wheel space and ofthe space available to the spring device to prevent the escape of thepasty medium, whereby the planet carriers can preferably act as axialpartitions which are pulled radially far inward, to prevent an escape ofthe medium in this area. A more precise seal is achieved by the ringdisclosed herebelow, which also guarantees that the ring gear is firmlyconnected to the corresponding centrifugal mass.

The planet carrier preferably provides radial support for the gearwheels. Disclosed herebelow is a measure which guarantees the axialposition of the planet carrier in the chamber of the correspondingcentrifugal mass. Also disclosed herebelow is an advantageous embodimentfor this purpose.

On account of the planetary gearset, the torsional vibration dampercontemplated by at least one preferred embodiment of the presentinvention has a considerable number of points at which parts aresubjected to a relative movement with respect to one another, so thatthese points are suitable for the installation of a friction device. Apreferred point for this purpose is disclosed herebelow, as well as aconfiguration of the planet carrier to actuate the friction device. Anadvantageous embodiment of this friction device is also disclosedherebelow.

During a translation of the planetary gearset which produces largepartial moments, the friction device can preferably have a powerful,precisely-adjustable plate spring. In the event of small partial momentswith large angular velocities, and with a weak plate spring which ismore difficult to adjust precisely, the friction distance is essentiallylonger.

Disclosed herebelow is an advantageous embodiment of one of thecentrifugal masses, whereby it becomes possible on one hand to move thespring device in the damping, pasty medium, and on the other hand, bymeans of the spring device, to make a connection between the centrifugalmass and one of the elements of the planetary gearset, preferably to theplanet carrier. Starting with such a centrifugal mass, further disclosedherebelow is a refinement, according to which the remaining elements ofthe planetary gearset are located outside the chamber filled with pastymedium, while, as also disclosed herebelow, the chamber can becorrespondingly enlarged in the axial direction to hold essentially allthe elements of the planetary gearset in the range of action of thedamping medium. Also disclosed herebelow is the manner in which such achamber can be externally sealed to hold the spring device and, ifnecessary, the planetary gearset.

Disclosed herebelow is an advantageous solution to mount one of the twocentrifugal masses on the other centrifugal mass. Also disclosedherebelow is that the centrifugal mass mounted in this manner canpreferably be permanently connected to the planet carrier.

As a result of the insertion of the bearing arrangement between at leasttwo of the three different masses, namely the driving-side centrifugalmass, the intermediate mass or the driven-side centrifugal mass, thegear wheels of the planetary gearset can engage one another without thebalance error which would occur without the use of the bearing, onaccount of the clearance between the gear teeth. Advantageous possiblelocations and orientations of the bearing arrangement are also disclosedherebelow. Also disclosed herebelow is a manner in which the bearingarrangement can be secured against axial movements by simple structuralmeans, while also disclosed herebelow is a measure to insulate thebearing arrangement, primarily against the heat which can be generatedon the driven-side centrifugal mass used to hold the friction lining.

While one embodiment of a bearing arrangement, as disclosed herebelow,is preferably formed by a roller bearing, another embodiment of abearing arrangement, as disclosed herebelow, is preferably designed as afriction bearing. Also disclosed herebelow is an advantageous refinementwhich employs such a friction bearing.

Also disclosed herebelow is a manner in which, on the torsionalvibration damper disclosed by the invention, a bearing arrangement canbe used which has a particularly small inside diameter, and consequentlya small outside diameter.

The above discussed embodiments of the present invention will bedescribed further hereinbelow with reference to the accompanyingfigures. When the word "invention" is used in this specification, theword "invention" includes "inventions", that is, the plural of"invention". By stating "invention", the Applicant(s) does/do not in anyway admit that the present application does not include more than onepatentably and non-obviously distinct invention, and maintains that thisapplication may include more than one patentably and non-obviouslydistinct invention. The Applicant(s) hereby assert(s) that thedisclosure of this application may include more than one invention, and,in the event that there is more than one invention, that theseinventions may be patentable and non-obvious one with respect to theother.

In summary, one aspect of the invention resides broadly in a torsionalvibration damper for a motor vehicle clutch, which torsional vibrationdamper is for being connected between the motor vehicle clutch and ashaft of the motor vehicle, the torsional vibration damper comprising: afirst centrifugal mass; a second centrifugal mass; the first centrifugalmass and the second centrifugal mass having means for being mounted formovement with respect to one another about a common axis of rotation;the first centrifugal mass having means for being connected to a shaftof a motor vehicle; the second centrifugal mass having means for beingconnected to a motor vehicle clutch; means for transmitting torquebetween the first centrifugal mass and the second centrifugal mass;spring means for damping torsional vibrations of the first centrifugalmass and the second centrifugal mass with respect to one another; thespring means being engaged between the first centrifugal mass and thesecond centrifugal mass; the means for transmitting torque comprisingintermediate means being engaged between the first centrifugal mass andthe second centrifugal mass; the intermediate means comprising means forassisting in the transmission of torque between the first centrifugalmass and the second centrifugal mass and reducing torque fluctuationsbetween the first centrifugal mass and the second centrifugal mass.

Another aspect of the invention resides broadly in a method of operatinga torsional vibration damper for a motor vehicle clutch, which torsionalvibration damper is for being connected between the motor vehicle clutchand a shaft of the motor vehicle, the torsional vibration dampercomprising: a first centrifugal mass; a second centrifugal mass; thefirst centrifugal mass and the second centrifugal mass having means forbeing mounted for movement with respect to one another about a commonaxis of rotation; the first centrifugal mass having means for beingconnected to a shaft of a motor vehicle; the second centrifugal masshaving means for being connected to a motor vehicle clutch; means fortransmitting torque between the first centrifugal mass and the secondcentrifugal mass; spring means for damping torsional vibrations of thefirst centrifugal mass and the second centrifugal mass with respect toone another; the spring means being engaged between the firstcentrifugal mass and the second centrifugal mass; the means fortransmitting torque comprising intermediate means being engaged betweenthe first centrifugal mass and the second centrifugal mass; theintermediate means comprising means for assisting in the transmission oftorque between the first centrifugal mass and the second centrifugalmass and reducing torque fluctuations between the first centrifugal massand the second centrifugal mass; the method comprising the steps of:providing a first centrifugal mass; providing a second centrifugal mass;configuring the first centrifugal mass and the second centrifugal massto have means for being mounted for movement with respect to one anotherabout a common axis of rotation; configuring the first centrifugal massto have means for being connected to a shaft of a motor vehicle;configuring the second centrifugal mass to have means for beingconnected to a motor vehicle clutch; providing means for transmittingtorque between the first centrifugal mass and the second centrifugalmass; providing spring means for damping torsional vibrations of thefirst centrifugal mass and the second centrifugal mass with respect toone another; engaging the spring means between the first centrifugalmass and the second centrifugal mass; the step of providing means fortransmitting torque comprising the step of providing intermediate meansand engaging the intermediate means between the first centrifugal massand the second centrifugal mass; and configuring the intermediate meansto comprise means for assisting in the transmission of torque betweenthe first centrifugal mass and the second centrifugal mass and reducingtorque fluctuations between the first centrifugal mass and the secondcentrifugal mass; the method further comprising the additional steps of:connecting the first centrifugal mass to a shaft of a motor vehicle;connecting the second centrifugal mass to a motor vehicle clutch;transmitting torque between the first centrifugal mass and the secondcentrifugal mass; damping, with the spring means, torsional vibrationsof the first centrifugal mass and the second centrifugal mass withrespect to one another; and assisting the transmission of torque betweenthe first centrifugal mass and the second centrifugal mass, and reducingtorque fluctuations between the first centrifugal mass and the secondcentrifugal mass, with the intermediate means.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is explained in greater detail below with reference to theaccompanying drawings, wherein:

FIG. 1 shows a view in perspective of a torsional vibration damper witha planetary gearset located at least partly in a chamber filled withpasty medium, and an output-side spring device, in partial crosssection;

FIG. 2 shows a cross section along Line II--II in FIG. 1;

FIG. 3 shows a cross section as in FIG. 2, but showing a planetarygearset located at least partly in the chamber with an input-side springdevice;

FIG. 4 shows a cross section as in FIG. 3, but with the planetarygearset located outside the chamber;

FIG. 5 shows a schematic diagram of a planetary gearset with adriving-side spring device between the driving-side centrifugal mass andplanet carriers;

FIG. 6 shows a schematic diagram as in FIG. 5, but with the springdevice between the driving-side centrifugal mass and the driven-sidecentrifugal mass;

FIG. 7 shows a schematic diagram as in FIG. 5, but with the driven-sidespring device between the ring gear and a planet carrier;

FIG. 8 shows a schematic diagram as in FIG. 5, but where the planetcarrier acts as the output-side centrifugal mass;

FIG. 9 same as FIG. 2, but with a bearing arrangement between thedriving-side centrifugal mass and the driven-side centrifugal mass;

FIG. 10 same as FIG. 9, but with the bearing arrangement between thedriving-side centrifugal mass and the planet carrier;

FIG. 11 same as FIG. 2, but with a friction bearing between thedriving-side centrifugal mass and the driven-side centrifugal mass; and

FIG. 12 same as FIG. 9, but with a bearing arrangement which has a smallinside diameter.

DESCRIPTION OF THE PREFERRED EMBODIMENT

FIGS. 1 and 2 show a torsional vibration damper which, on its left sideas shown in FIG. 2, has a centrifugal mass 1. The centrifugal mass 1 isessentially used to introduce a drive motion, and is preferably providedin its circumferential region with a toothed ring 2 for a starter pinion(not shown). The centrifugal mass 1 preferably acts as the driving-sidetransmission element 3.

The centrifugal mass 1 is preferably fastened by means of screws 5 to: ahub 4, which hub is preferably located on a crankshaft (not shown) of aninternal combustion engine; a sun gear 7 which is also preferablylocated on the hub and is preferably part of a planetary gearset; and aflange 8. The planetary gearset preferably has two planet carriers 9located on both sides of the sun gear 7, and the two planet carriers 9preferably act as intermediate masses 50. The planet carrier 9 shown onthe right in FIG. 2 extends radially inward to the flange 8, while theplanet carrier 9 on the left has projections 10 (see FIG. 1) on itsradially inner end. The projections 10 are preferably engaged, withclearance in the circumferential direction, in recesses 12 of a frictiondevice 13. Viewed in the axial direction, friction device 13 canpreferably be located between the driving-side centrifugal mass 1 andthe sun gear 7, and can preferably be formed by a spring plate 15, anintermediate ring 16 and a friction disc 17.

The two planet carriers 9 are preferably connected to one another in theaxial direction by a plurality of bushings 18 located on the samediameter, or radius, and a planet wheel 20 located between the twoplanet carriers 9 is preferably rotationally mounted in, or on, each ofthe bushings 18. The bushings 18, pointing toward the axial connectionof the two planet carriers 9, each preferably have an expanded,flange-like portion 21 on their sides facing the centrifugal mass 1, andare each preferably provided with an internal thread for the insertionof a screw 22, the head of which screw preferably comes into contactwith the planet carrier 9 farther from the centrifugal mass 1 on theside of the planet carrier 9 away from the centrifugal mass 1. Theplanet wheels 20 are preferably engaged, on one hand, with the sun gear7 and, on the other hand, with a ring gear 24 which is also locatedbetween the two planet carriers 9. The ring gear 24 is preferablyfastened by means of screws 25 to a ring 26 which surrounds both theplanet carriers 9 and the ring gear 24 in the circumferential region.

The ring gear 24, radially outside its toothed engagement with theplanet wheels 20, preferably has recesses 27 which are at predeterminedangular distances from one another, into each of which recesses a springdevice 28 is preferably inserted. As shown in FIG. 1, this spring device28 preferably has a number of springs 30, the outermost of which springspreferably come in contact via a stop element 31 against respective stopedges 32 of the ring gear 24. The individual springs 30 are preferablyseparated from one another by sliding blocks 33 which are guided on theinside of the ring 26. The spring device 28 is preferably engaged in theaxial direction on both sides of the ring gear 24 in correspondingrecesses 35 of the planet carriers 9, whereby the stop elements 31 arepreferably in contact with stop edges 36 of the planet carriers 9.

A passage 38 is preferably formed by a recess 27 in the ring gear 24 andthe corresponding recesses 35 in the planet carriers 9, to locate thespring device 28. The latter, on its side facing the centrifugal mass 1,is preferably closed in the axial direction by a first sealing plate 40,which is preferably designed as one piece with the ring 26 and extendsradially inward into the vicinity of the friction device 13. Theopposite side of the passage 38, viewed in the axial direction, ispreferably closed by a sealing plate 42 which is fastened to the ring 26and extends radially inward to the flange 8. The ring 26, together withthe sealing plates 40 and 42, preferably forms a seal 43 for a chamber44 which is located in an additional centrifugal mass 45. Chamber 44preferably holds the planet carriers 9, the gear wheels 7, 20 and 24 andthe spring device 28, and is preferably filled with a pasty medium. Theadditional centrifugal mass 45 is preferably permanently connected tothe ring 26 and acts as the driven-side transmission element 46, whichis preferably provided, in a manner not shown, to hold friction liningsof a clutch.

The planet carriers 9 and the gear wheels 7, 20 and 24 located betweenthem are preferably secured both in the radial direction and in theaxial direction by the ring 26 which interacts with the sealing plates40, 42. There is preferably a friction ring 48 which acts as an axialretainer 47 for the ring 26 between the two centrifugal masses 1 and 45,on the side of the flywheel 1 facing the ring 26. This friction ring 48,in addition to its function indicated above, also preferably provides abasic friction for the torsional vibration damper, whereby the level ofthis basic friction can preferably be a function of the distance of thefriction ring 48 from the axis of rotation 54 of the torsional vibrationdamper.

The torsional vibration damper can preferably work as follows:

When a torque is introduced to the driving-side centrifugal mass 1, theresulting motion can preferably be transmitted to the sun gear 7 which,on account of its geared engagement with the planet wheels 20, drivesthe planet wheels 20. Since the ring gear 24 initially actsnon-rotationally, the motion of the sun gear 7 is essentially convertedinto a rotation of the planet wheels 20 around the respective bushings18 and into a motion of the bushings 18 themselves, and thus of theplanet carriers 9, around the axis of rotation 54. The driving-sidetorque can thereby essentially be divided into components, namely:

a first partial moment which is transmitted via the planet wheels 20 tothe planet carrier 9 which acts as an intermediate mass 50; and

a second partial moment which is transmitted to the ring gear 24.

If the torque introduced at the sun gear 7 is oriented in the clockwisedirection, as illustrated by way of example in FIG. 1, then a firstpartial moment which acts in the counterclockwise direction essentiallyresults in the rotation of the planet wheels 20, while the planetcarriers 9 are essentially driven by a second partial moment which actsin the counterclockwise direction. The partial moments which counteractone another, as a function of the translation of the planetary gearset,can essentially be greater than the driving-side torque, but if they aresuperimposed on one another, they can essentially result in adriven-side torque on the ring gear 24 which equals the driving-sidetorque minus the losses which occur in the torsional vibration damper.The driven-side torque, however, in contrast to the driving-side torque,can essentially be largely free of sudden changes in moment, since thespring device 28 located between the planet carrier 9 acting as theintermediate mass 50 and the spring device 28 located on the ring gear24, on account of its deformation, can essentially produce an excursionof the above-mentioned elements 9 and 24 of the planetary gearset atdifferent angles.

The spring device 28 can thereby preferably function as follows:

The movement of the planet carriers 9, relative to the ring gear 24,resulting from the torque introduced on the driving side, canessentially cause the stop elements 31 of the spring device 28 incontact with the stop edges 32 of the planet carriers 9 to separate fromtheir seats on the stop edges 36 of the ring gear 24. This canessentially cause a deformation of the springs 30, and consequently amovement of the sliding blocks 33 along their guide track in the passage38 on the inside of the ring 26. The amount of the deformation distanceof the spring device 28 is thereby essentially a function of thetranslation ratio of the planetary gearset and thus of the ratio betweenthe number of teeth of the sun gear 7 and the ring gear 24.

Since the chamber 44 in the driven-side centrifugal mass 45 bordered bythe seal plates 40, 42 and the ring 26 is preferably filled with a pastymedium, during the above-mentioned rolling motion of the planet wheelsbetween the sun gear and the ring gear 24 and the deformation of thespring device 28 inside the passage 38, the pasty medium is essentiallydisplaced, whereby the medium is pushed outward in the axial directionin the vicinity of the gear teeth during the engagement of two teeth,where the medium encounters the inside of the planet carrier 9 and, onaccount of the rotational motion of the torsional vibration damper, isessentially discharged radially outward. In the passage 38, during thedeformation of the springs 30 and the resulting movement of the slidingblocks 33 closer to one another, the pasty medium can also essentiallybe pushed out toward the insides of the planet carrier 9. As theexcursion velocity of the planet carriers 9 increases, the displacementvelocity of the pasty medium also essentially increases, both betweenthe gear teeth and in the vicinity of the passage 38, but the resistancewhich the medium exerts against this displacement also increases.Consequently, the damping caused by the medium is essentially a functionof the respective angular velocity with which the planet carriers 9 aremoved relative to the ring gear 24.

However, the following should be noted with regard to this damping,which is essentially proportional to the velocity:

When the planetary gearset is designed for high partial moments, thephase during which the ring gear 24 is initially stationary isessentially very short, so that only a relatively small angularexcursion of the planet carriers 9 is essentially required until driveoccurs. The angular velocity of the planet wheels 20 is essentiallycorrespondingly low, so that the damping caused by the pasty mediumbecomes very small. Consequently, for such a design of the planetarygearset, one conceivable solution is to have the ring gear 24 and theplanet wheels 20 located outside the chamber 44 in a recess 51 providedfor that purpose.

As soon as the planet carriers 9 have been moved, with a deformation ofthe spring device 28, by an angle of rotation with respect to the ringgear 24, the magnitude of which angle of rotation can essentially equalthe width of the clearance which remains between the projections 10formed radially inward on the planet carrier 9 shown on the left in FIG.2 and the respective notch 12 of the friction device 13, as theexcursion of the planet carriers continues, the friction plate 17 isdriven. On account of the relative motion which now exists between thefriction plate 17 and the driving-side centrifugal mass 1, there canessentially be a friction which decelerates the excursion motion of theplanet carrier 9. In this case, the amount of this friction can also beinfluenced by the design of the planetary gearset, since a translationwhich favors large excursion angles of the planet carriers 9 withrespect to the first centrifugal mass 1 can essentially create a largefriction distance, while with a translation which creates large partialmoments, the friction force can be more accurately tuned when a strongplate spring 15 is used.

The friction ring 48 which acts on the sealing plate 40 of the ring 26,and which is provided on the corresponding side of the driving-sidecentrifugal mass 1, is essentially continuously active.

The behavior of the torsional vibration damper during traction operationhas been described up to this point. For thrust operation, the directionof the motion transmitted essentially changes, so that the motion ispreferably transmitted via the driven-side centrifugal mass 45 and thering 26 to the ring gear 24, and from the ring gear 24 via the planetwheels 20 to the sun gear 7. The sun gear 7 now can preferably act in astationary manner, and can preferably transmit the aforementioned motionto the driving-side centrifugal mass 1. In this context, it should benoted that on account of the different number of teeth on the ring gear24 and the sun gear 7, the internal translation during thrust operationcan essentially be different from that during traction operation.

FIG. 3 illustrates an additional torsional vibration damper whichdiffers primarily from the embodiment described above in that the springdevice 28 is located on the driving side, i.e. it connects thedriving-side centrifugal mass 1 to the planetary gearset 9, which islocated by means of a bearing arrangement 60 on the hub 4, and ispreferably fastened by means of pins 61 to the driven-side centrifugalmass 45. The pins 61 preferably support bushings 18, on which bushingsthe planet wheels 20 are preferably rotationally mounted. The bushingspreferably have a radially-expanded portion 21 in the direction of thefirst centrifugal mass 1, and the respective planet wheel 20 preferablycomes into contact with these radially-expanded portions 21 in the axialdirection. The planet wheel 20 is preferably held in contact by a wall62 on the expanded portion 21 of the bushing 18, which wall ispreferably located radially outside on the driving-side centrifugal mass1 and is preferably engaged on the radial inside. The planet wheels arepreferably engaged on one hand with the sun gear 7, which is preferablyconnected by means of the hub 4 to the driving-side centrifugal mass 1,and on the other hand with the ring gear 24. It should also be notedthat the torsional vibration damper preferably has at least the frictiondevice 13 illustrated in FIG. 3.

A chamber 44, which is preferably at least partly filled with pastymedium, is formed by the driving-side centrifugal mass 1 in connectionwith the wall 62. Both the spring device 28 and the planetary gearsetare thus preferably located inside this chamber 44, so that the pastymedium can essentially exert a damping action which is proportional tothe velocity. The escape of the medium is preferably prevented by thewall 62, which preferably acts as a seal for the chamber 44.

The torsional vibration damper illustrated in FIG. 3 can preferably workas follows: When a torque is introduced to the centrifugal mass 1, thelatter can essentially be deflected relative to the driven-sidecentrifugal mass 45, which essentially causes a first partial moment tobe transmitted via the planet wheels 20 to the ring gear 24, and asecond partial moment to be transmitted via the pins 61 to the planetcarrier 9. The latter partial moment essentially causes a relativemotion of the planet carrier 9 with respect to the driving-sidecentrifugal mass 1, and the spring device 28 is consequently deformed.The second partial moment essentially drives the ring gear 24 which actsas the intermediate mass 50. By superimposing these two partial momentson one another, a resultant driving-side torque is essentially obtainedwhich is transmitted by means of the pins 61 to the driven-sidecentrifugal mass 45. It is also true for this torsional vibration damperthat the direction of action of the driving-side torque is essentiallyopposite the direction of action of the partial moment on the planetwheels 20 and the ring gear 24, but is directed toward the partialmoment of the planet carrier 9. In other words, in accordance with atleast one preferred embodiment of the present invention, it can alsoessentially be true for this torsional vibration damper that thedirection of action of the driving-side torque can be opposite thedirection of action of the partial moment on the planet wheels 20 andthe ring gear 24, but can be directed in the same direction as thepartial moment of the planet carrier 9.

The torsional vibration damper illustrated in FIG. 4 is essentially thesame as the one illustrated in FIG. 3, with the exception that the axiallength of the chamber 44 is essentially just large enough that there isspace for the spring device 28, but not for the gear wheels of theplanetary gearset in the chamber 44. The planet wheels 20 and the ringgear 24 are preferably located axially outside the chamber 44 and thusoutside the driving-side centrifugal mass 1 in a recess 51. This designof the torsional vibration damper can be appropriate when, on account oflow angular velocities between the individual gear wheels of theplanetary gearset, a damping which is proportional to the velocity usinga pasty medium, such a pasty medium being located between the teeth ofthe individual gear wheels, would not be of great benefit. Likewise, ason the torsional vibration damper described above, the parts of thetorsional vibration damper which are identical to the embodimentdescribed in FIGS. 1 and 2 are designated by the same reference numbers.

Additional torsional vibration dampers are schematically illustrated inFIGS. 5 to 8. FIG. 5 shows the spring device 28 located on the drivingside, whereby it can be actuated on one hand by the driving-sidecentrifugal mass 1, and on the other hand by the planet carriers 9. Theplanet carriers 9 are preferably used to hold the planet wheels 20,which planet wheels 20 are preferably engaged:

radially inwardly on the sun gear 7, which is fastened to thedriving-side centrifugal mass 1; and

radially outwardly on the ring gear, which is connected to thedriving-side centrifugal mass 45.

The planet carriers 9 in this embodiment can preferably act as anintermediate mass 50, and are preferably accelerated by one of the twopartial moments.

The torsional vibration damper illustrated in FIG. 6 also preferably hasthe spring device 28 on the driving side, whereby this spring device 28is preferably connected on one hand to the driving-side centrifugal mass1, but on the other hand to the driven-side ring gear 24. The ring gear24 is preferably engaged with the planet wheels 20. The planet wheels20:

preferably roll radially inwardly on the sun gear 7 (which ispermanently connected to the driving-side centrifugal mass 1); and

by means of their hubs, preferably support the planet carrier 9, whichacts as the intermediate mass 50 so that the planet carrier 9 can beaccelerated by one of the partial moments.

In the embodiment of the torsional vibration damper illustrated in FIG.7, the spring device 28 is preferably located on the driven side and canbe acted on, on one hand, by the ring gear 24, but, on the other hand,by the planet carriers 9 which supports the planet wheels 20. In thisembodiment, the planet carrier 9 preferably forms the driven-sidecentrifugal mass 45, while the ring gear 24 preferably acts as thecentrifugal mass 50. The sun gear 7, which is engaged radially inwardwith the planet wheels 20, is preferably fastened to the driving-sidecentrifugal mass 1.

FIG. 8 shows an additional torsional vibration damper, in which the sungear 7 is permanently connected to the driving-side centrifugal mass 1.The sun gear 7 is preferably engaged with planet wheels 20, whose planetcarrier 9 preferably acts as the driven-side centrifugal mass 45. Theplanet carrier 9, together with the driving-side centrifugal mass 1,preferably acts on the spring device 28, which in this torsionalvibration damper is located on the driving side.

Like FIGS. 1 to 4, which were described in detail, the schematicillustrations in FIGS. 5 to 8 show the schematic operation of thetorsional vibration damper with a planetary gearset, where the gearwheels of the planetary gearset and a spring device are preferablylocated between a driving-side centrifugal mass and a driven-sidecentrifugal mass. On all these devices, a torque introduced to one ofthe two centrifugal masses is essentially divided, whereby one partialmoment is preferably transmitted to the other centrifugal mass andanother partial moment to the respective intermediate mass. Theintermediate mass can preferably be formed both by the planet carrier 9and also by the ring gear 24. An output moment resulting from the twopartial moments can then, of course, be transmitted to the driven-sidecentrifugal mass, but the two partial moments, on account of the springdevice, can essentially cause a relative motion of the two masses withrespect to one another, so that sudden changes in torque which cause arelative excursion of one of the two centrifugal masses with respect tothe other one can essentially be reduced as much as possible.

FIGS. 9-11 illustrate a torsional vibration damper which is primarilythe same as the one illustrated in FIG. 2, so that only the differencesare described below and identified by means of reference numbers.

As shown in FIG. 9, on the hub 4, there is preferably a bearingarrangement 60 which, on its radial outside, preferably supportsinsulation plates 65 which have an L-shaped cross section. Theseinsulation plates 65 are preferably designed to protect the bearingarrangement 60, which is in the form of a roller bearing 63, from theheat which is introduced on the driven-side centrifugal mass 45 byfriction linings located on the centrifugal mass (but not shown in thefigure). The radial outside of the bearing arrangement 60 is preferablyheld in the free end of a support 62 which is fastened to thedriven-side centrifugal mass 45. The roller bearing 63 is preferablysecured against movements on its radial inside on one end by the hub 4and on the other end by the flange 8 in the axial direction. Such asecuring action can be achieved on the radial outside by means of theradially inner end of the support 62 which holds the insulation plates65, and thus the roller bearing 63 held between the insulation plates65, essentially without play in the axial direction.

As a result of the presence of the bearing 60 between the hub 4corresponding to the driving-side centrifugal mass 1 and the support 62fastened to the driven-side centrifugal mass 45, the individual gearwheels, namely the sun gear 7, the planet wheels 20, and the ring gear24, which individual gear wheels have clearance between the gear teeth,can essentially roll along one another without any balance error.

The embodiment illustrated in FIG. 10 differs from the embodimentillustrated in FIG. 9 in terms of the location of a bearing arrangement60 which has a roller bearing 63. This bearing arrangement 60 ispreferably located on its radial inside on the hub 4 and on its radialoutside on an extension 70 of one of the planet carriers 9. As in theembodiment explained above, the bearing arrangement 60 is preferablysecured against movements in the axial direction, and preferably absorbsany balance error which occurs during the rolling of the gear wheels 7,20, 24 along one another.

One particularly simple embodiment of the bearing arrangement 60 isillustrated in FIG. 11, where the support 62 connected to thedriven-side centrifugal mass 45 is extended inward until it comes incontact by means of a web 71 on its radially inner end with the hub 4. Ametal-to-metal contact therefore essentially exists, but it is alsopossible to introduce a plastic ring between the web 71 of the support62 and the hub 4.

FIG. 12 illustrates an embodiment in which the design of the hub 4differs from the hub in the embodiment illustrated in FIG. 2. The hub 4is preferably designed with a very thin wall and preferably taperstoward the driven-side centrifugal mass 45. The hub, on its tapered end,preferably supports a bearing arrangement 60 which is particularlycompact in the radial direction, and is recessed with its radial outsideboth in the sun gear 7 and also on the driven-side centrifugal mass 45on its radially inner end. This bearing arrangement 60, which is alsosecured against movements in the axial direction by the sun gear 7 andthe driven-side centrifugal mass, essentially guarantees a uniformradial relative position of the gear wheels 7, 20 and 24 with respect toone another.

It will be appreciated, in accordance with at least one embodiment ofthe present invention, that the arrangement of planet gears canpreferably serve to maximize the moment of inertia from the driving sideof the torsional vibration damper. Particularly, owing to their size,the planet gears will conceivably possess a considerable degree ofrotational kinetic energy, which could, in accordance with at least onepreferred embodiment of the present invention, tend to maximize, ormultiply, the moment of inertia experienced at the driven side.

In accordance with at least one preferred embodiment of the presentinvention, large introduced torques can result in a small differencebetween the speed of the intermediate mass and the driven-sidecentrifugal mass, so that on the spring device, which is preferablyengaged on one hand on the intermediate mass and on the other hand onone of the two centrifugal masses, essentially only a relatively smalldeformation occurs.

On the other hand, in accordance with at least one preferred embodimentof the present invention, as a result of the corresponding design of thetorsional vibration damper, small partial moments on the intermediatemass and on the respective output-side centrifugal mass can preferablyresult in a large difference in speed. In turn, the large difference inspeed can preferably result in a significant deformation of the springdevice and can have the effect of an apparently large momentum of themasses which are engaged with the spring device.

One feature of the invention resides broadly in the torsional vibrationdamper, in particular for clutches on motor vehicles, with adriving-side transmission element with at least one sun gear which canrotate relative to the transmission element and is provided with atleast one planet wheel which is engaged on one hand with a sun gear andon the other hand with a ring gear, and with a driven-side transmissionelement, whereby one of the transmission elements has actuating meansfor a spring device, characterized by the fact that both thedriving-side transmission element 3 and the driven-side transmissionelement 46 each have a centrifugal mass 1, 45, at least one of which isconnected by means of the spring device 28 to at least one element sungear 7, planet carrier 9, ring gear 24 which acts as an intermediatemass 50, whereby the intermediate mass 50 can be driven in a movementwhich is a function of the speed and direction of rotation of the twocentrifugal masses 1, 45 in relation to one another.

Another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that one of the twocentrifugal masses 1, 45 is in communication via the planet wheel 20both with the intermediate mass 50 and with the other centrifugal mass45, whereby the intermediate mass 50 is coupled to one of thecentrifugal masses 1, 45 by means of the spring device 28.

Yet another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that one of the twocentrifugal masses 1, 45 is connected by means of the spring device 28to the other centrifugal mass, and like the latter is connected by meansof the planet wheel 20 to the intermediate mass 50.

Still another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that one of the twocentrifugal masses 1, 45 is engaged by means of the planet wheel 20 withthe intermediate mass 50 and by means of the spring device 28 with theother centrifugal mass.

A further feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that one of the twocentrifugal masses 1, 45 has the ring gear 24 arid the intermediate mass50 has the planet carrier 9.

Another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that one of the twocentrifugal masses 1, 45 has the planet carrier 9 and the intermediatemass 50 has the ring gear 24. Yet another feature of the inventionresides broadly in the torsional vibration damper characterized by thefact that corresponding to one of the two centrifugal masses 1, 45 thereis a recess 51 which houses at least some of the elements planet carrier9, ring gear 24 of the planetary gearset.

Still another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the recess 51 is formedby a chamber 44 which is at least partly enclosed by one of thecentrifugal masses 1, 45, which chamber 44 contains a pasty medium andis provided with a seal 43 to prevent the discharge of said medium.

A further feature of the invention resides broadly in the torsionalvibration damper with two parallel planet wheels at some distance fromone another, characterized by the fact that the planet carriers 9,covering at least some of the elements planet wheel 20, ring gear 24 ofthe planetary gearsets on both sides, form a retention means for thepasty medium and extend to tight up against a centrifugal mass 1, 45which houses the radially inner end of the planet carriers 9.

Another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the chamber 44 isenclosed in the circumferential area by a ring 26 formed on therespective centrifugal mass 1, 45, which at least on one side has a seal43 which extends radially inward and is in contact with the outside ofthe corresponding element 9, 20 of the planetary gearset, which seal 43is in the form of a sealing plate 40 for the chamber 44.

Yet another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the seal 43, on the sideof the ring 26 facing the respective centrifugal mass 1, 45 has a coverplate 42 which closes the chamber 44 with respect to the centrifugalmass 1, 45.

Still another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that one of the centrifugalmasses 1, 45, on its side facing the other centrifugal mass, has anaxial motion retainer 47 for the latter centrifugal mass.

A further feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the motion retainer 47is formed by a friction ring 48, the distance of which from the axis 54of the clutch is a function of the basic friction required.

Another feature of the invention resides broadly in the torsionalvibration damper with a friction device, characterized by the fact thatan element planet carrier 9 of the planetary gearset has projections 10in the radially inner portion which are engaged with a pre-determinedclearance in the circumferential direction in notches 12 of the frictiondevice 13 mounted on the corresponding circumferential mass 1, 45.

Yet another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the friction device 13is located in the axial direction preferably between one of the twocentrifugal masses 1, 45 and an element sun gear 7 of the planetarygearset, and has a spring plate 15 which is supported on a friction disc17.

Still another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that one of the centrifugalmasses 1, 45 has a chamber 44 which is at least partly filled with apasty medium, and is designed with actuator elements 32 for the springdevice 28 located in the chamber 44, which spring device 28 is supportedon the other end on the planet carrier 9.

A further feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the planet carrier 9 andthe other elements sun gear 7, planet wheel 20, ring gear 24 of theplanetary gearset are located in a recess 51 provided between thechamber 44 and the other centrifugal mass 45.

Another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the chamber 44 isdesigned in the axial direction so that it is large enough to hold atleast some of the elements ring gear 24, planet wheel 20 of theplanetary gearset.

Yet another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the chamber 44 isbordered by an inwardly-pointing wall 52 which is fastened radiallyoutward to the centrifugal mass 1, 45, whereby this wall 52 is providedfor sealing purposes in connection with the corresponding element planetwheel 20 of the planetary gearset.

Still another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the planet carrier 9 ismounted on the centrifugal mass 1, 45 which contains the chamber 44, andfor its part acts as a bearing element for the other centrifugal mass.

A further feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the planet carrier 9non-rotationally holds the other centrifugal mass 1, 45.

Another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that between at least two ofthe three different masses 1, 45, 50, there is a bearing arrangement 60which holds the two respective masses 1,45; 1,50; 45,50 in apredetermined radial position in relation to one another.

Yet another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the bearing arrangement60 is located between a hub 4 corresponding to the driving-sidecentrifugal mass 1 and the planet carrier 9 which acts as theintermediate mass 50.

Still another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the bearing arrangement60 is located between the hub 4 and one of the supports 62 correspondingto the driven-side centrifugal mass 45.

A further feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the bearing arrangement60 is formed by a roller bearing 63, which can be secured against axialmovements on its radial inside by the hub 4 and on its radial outside bythe corresponding mass 45, 50.

Another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that corresponding to theroller bearing 63 on its radial outside, there are insulation shields65, preferably having an L-shaped cross section.

Yet another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the respective twomasses 1,45; 1,50; 45,50 are supported directly on one another, forminga friction bearing 67.

Still another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the support 62 of thedriven-side centrifugal mass 45 is in contact with the hub 4corresponding to the driving-side centrifugal mass 1.

A further feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the hub 4 on its endfacing the driven-side centrifugal mass 45 is tapered with respect tothe end facing the driving-side centrifugal mass 1, and on its taperedend, the driven-side centrifugal mass 45 is supported by means of abearing arrangement 60 with a low radial dimension.

Another feature of the invention resides broadly in the torsionalvibration damper characterized by the fact that the sun gear 7 is alsosupported on the radial outside of the bearing 60.

Examples of clutches, and components associated therewith, which may beutilized in accordance with the embodiments of the present invention,may be found in the following U.S. Pat. No. 5,000,304 to Koch et al.;No. 4,941,558 to Schraut; No. 4,854,438 to Weissenberger et al.; No.4,741,423 to Hayen; and No. 4,715,485 to Rostin et al.

Examples of torsional vibration dampers, and components associatedtherewith, which may be utilized in accordance with the embodiments ofthe present invention, may be found in the following U.S. Pat. No.5,016,744, which issued to Fischer et al. on May 21, 1991; No.4,433,771, which issued to Caray on Feb. 28, 1984; No. 4,684,007, whichissued to Maucher on Aug. 4, 1987; No. 4,697,682, which issued to Alaset al. on Oct. 6, 1987; No. 4,890,712, which issued to Maucher et al. onJan. 2, 1990; and No. 4,651,857, which issued to Schraut et al. on Mar.24, 1987.

Examples of pasty media, which may be utilized in accordance with theembodiments of the present invention, may be found in the following U.S.Pat. No. 5,188,375, which issued to Pope et al.; No. 5,197,807, whichissued to Kuznar; No. 5,240,457, which issued to Leichliter et al.; No.5,195,063, which issued to Volker; No. 5,228,605, which issued toSchlicheimauer; No. 5,229,000, which issued to Ben-Nasr; No. 5,226,986to Sakuta; No. 5,242,652 to Savigny; and No. 5,249,862 to Herold et al.The pasty media contemplated herein could conceivably include variouswell-known greases, oils, or other appropriate semi-solid orlow-viscosity media.

The appended drawings in their entirety, including all dimensions,proportions and/or shapes in at least one embodiment of the invention,are accurate and to scale and are hereby included by reference into thisspecification.

All, or substantially all, of the components and methods of the variousembodiments may be used with at least one embodiment or all of theembodiments, if more than one embodiment is described herein.

All of the patents, patent applications and publications recited herein,and in the Declaration attached hereto, are hereby incorporated byreference as if set forth in their entirety herein.

The corresponding foreign patent publication applications, namely,Federal Republic of Germany Patent Application Nos. P 44 22 732.9, filedon Jun. 29, 1994, and P 43 43 802.4, filed on Dec. 22, 1993 havinginventor Jorg Sudau, and DE-OS P 44 22 732.9 and P 43 43 802.4 and DE-PSP 44 22 732.9 and P 43 43 802.4, as well as their published equivalents,and other equivalents or corresponding applications, if any, incorresponding cases in the Federal Republic of Germany and elsewhere,and the references cited in any of the documents cited herein, arehereby incorporated by reference as if set forth in their entiretyherein.

The details in the patents, patent applications and publications may beconsidered to be incorporable, at applicant's option, into the claimsduring prosecution as further limitations in the claims to patentablydistinguish any amended claims from any applied prior art.

The invention as described hereinabove in the context of the preferredembodiments is not to be taken as limited to all of the provided detailsthereof, since modifications and variations thereof may be made withoutdeparting from the spirit and scope of the invention.

What is claimed is:
 1. A clutch arrangement for a motor vehicle having aflywheel and a clutch, said clutch arrangement comprising:a flywheel;said flywheel comprising:a first flywheel portion; said first flywheelportion comprising a first centrifugal mass; said first flywheel portioncomprising a structure to be connected to one of: a drive shaft of amotor vehicle and a motor vehicle clutch; a second flywheel portion;said second flywheel portion comprising a second centrifugal mass; saidsecond flywheel portion comprising a structure to be connected to theother of: a drive shaft of a motor vehicle and a motor vehicle clutch; atorsional vibration damper; said torsional vibration damper beingdisposed to dampen vibrations between said first flywheel portion andsaid second flywheel portion; said torsional vibration damper comprisinga gear system to transmit torque between said first flywheel portion andsaid second flywheel portion; said gear system comprising:at least onegear wheel having a first axis of rotation; said at least one gear wheelhaving a first plurality of teeth; a ring gear being disposed to meshwith said at least one gear wheel; said ring gear having a second axisof rotation; said ring gear having a second plurality of teeth; saidring gear being operatively connected to said first flywheel portion torotate with said first flywheel portion; said at least one gear wheelbeing operatively connected to said second flywheel portion to revolveabout said second axis of rotation; said first plurality of teeth beinggreater in number than said second plurality of teeth; said first axisof rotation being disposed a substantial distance from said second axisof rotation; and said first plurality of teeth being disposed to be inmesh with said second plurality of teeth.
 2. The clutch arrangementaccording to claim 1 wherein said ring gear is disposed about said atleast one gear wheel.
 3. The clutch arrangement according to claim 2comprising:a spring device; and said spring device being configured anddisposed to transmit energy received from at least one of: said firstflywheel portion and said second flywheel portion to at least one of:said ring gear and said at least one gear wheel.
 4. The clutcharrangement according to claim 3 wherein said gear system to transmittorque between said first flywheel portion and said second flywheelportion comprises a planetary gear system.
 5. The clutch arrangementaccording to claim 4 wherein:said planetary gear system comprises aplanet carrier; said at least one gear wheel comprises at least oneplanet wheel; said at least one planet wheel is rotatably connected tosaid planet carrier; and said planet carrier is non-detachably connectedto one of: said first flywheel portion and said second flywheel portion.6. The clutch arrangement according to claim 5 wherein:one of: saidplanet carrier, said at least one planet wheel and said ring gearcomprises an intermediate mass; and said intermediate mass beingdisposed and configured to be driven in relation to movement of both ofsaid first centrifugal mass and said second centrifugal mass.
 7. Theclutch arrangement according to claim 6 wherein said spring device isdisposed to transmit torque between said intermediate mass and one of:said first centrifugal mass and said second centrifugal mass.
 8. Theclutch arrangement according to claim 7 wherein:one of said first andsecond flywheel portions comprises a recess; and at least a portion ofsaid planetary gear system is disposed within said recess.
 9. The clutcharrangement according to claim 8 wherein:said clutch arrangement furthercomprises a pasty medium; said recess comprising a sealed area; and saidpasty medium being disposed within said recess to dampen motion of saidat least a portion of said planetary gear system.
 10. The clutcharrangement according to claim 9 further comprising:a bearingarrangement; said bearing arrangement being disposed between said firstflywheel portion and said second flywheel portion; said bearingarrangement being disposed and configured to hold said first flywheelportion and said second flywheel portion in a predetermined positionwith respect to each other; and said bearing arrangement comprises aroller bearing.
 11. A flywheel for a motor vehicle comprising:a firstflywheel portion; said first flywheel portion comprising a firstcentrifugal mass; said first flywheel portion comprising a structure tobe connected to one of: a drive shaft of a motor vehicle and a motorvehicle clutch; a second flywheel portion; said second flywheel portioncomprising a second centrifugal mass; said second flywheel portioncomprising a structure to be connected to the other of: a drive shaft ofa motor vehicle and a motor vehicle clutch; a torsional vibrationdamper; said torsional vibration damper being disposed to dampenvibrations between said first flywheel portion and said second flywheelportion; said torsional vibration damper comprising a gear system totransmit torque between said first flywheel portion and said secondflywheel portion; said gear system comprising:at least one gear wheelhaving a first axis of rotation; said at least one gear wheel having afirst plurality of teeth; a ring gear being disposed to mesh with saidat least one gear wheel; said ring gear having a second axis ofrotation; said ring gear having a second plurality of teeth; said ringgear being operatively connected to said first flywheel portion torotate with said first flywheel portion; said at least one gear wheelbeing operatively connected to said second flywheel portion to revolveabout said second axis of rotation; said first plurality of teeth beinggreater in number than said second plurality of teeth; said first axisof rotation being disposed a substantial distance from said second axisof rotation; and said at least one gear wheel being disposed to be inmesh with said ring gear.
 12. The flywheel according to claim 11 whereinsaid ring gear is disposed about said at least one gear wheel.
 13. Theflywheel according to claim 12 further comprising:a spring device; andsaid spring device being configured and disposed to transmit energyreceived from at least one of: said first flywheel portion and saidsecond flywheel portion to at least one of: said ring gear and said atleast one gear wheel.
 14. The flywheel according to claim 13 whereinsaid gear system to transmit torque between said first flywheel portionand said second flywheel portion comprises a planetary gear system. 15.The flywheel according to claim 14 wherein:said planetary gear systemcomprises a planet carrier; said at least one gear wheel comprises atleast one planet wheel; said at least one planet wheel is rotatablyconnected to said planet carrier; and said at least one carrier isnon-detachably connected to one of: said first flywheel portion and saidsecond flywheel portion.
 16. The flywheel according to claim 15wherein:one of: said planet carrier, said at least one planet wheel andsaid ring gear comprises an intermediate mass; and said intermediatemass being disposed and configured to be driven in relation to movementof both of said first centrifugal mass and said second centrifugal mass.17. The flywheel according to claim 16 wherein said spring device isdisposed to transmit torque between said intermediate mass and one of:said first centrifugal mass and said second centrifugal mass.
 18. Theflywheel according to claim 17 wherein:one of said first and secondflywheel portions comprises a recess; and at least a portion of saidplanetary gear system is disposed within said recess.
 19. The flywheelaccording to claim 38 wherein:said flywheel further comprises a pastymedium; said recess comprising a sealed area; and said pasty mediumbeing disposed within said recess to dampen motion of said at least aportion of said planetary gear system.
 20. The flywheel according toclaim 19 further comprising:a bearing arrangement; said bearingarrangement being disposed between said first flywheel portion and saidsecond flywheel portion; said bearing arrangement being disposed andconfigured to hold said first flywheel portion and said second flywheelportion in a predetermined position with respect to each other; and saidbearing arrangement comprises a roller bearing.